Shackle assembly

ABSTRACT

A shackle assembly is shown to include a shackle bracket, wear pads, a shackle stop, shackle plates and elastomer bushings. The shackle bracket includes legs forming portions thereof, which serve as contact surfaces for the wear pads and the shackle plates. By providing conical and lateral stiffness, the shackle bracket legs allow for the use of a more versatile elastomer bushing. The elastomer bushing preferably includes voids vertically separated with respect to each other and the elastomer layer preferably is in the form of a bowtie-shaped configuration, which enhances vertical, conical and torsional performance. A first redundancy feature is in the form of a shackle stop secured between the shackle plates. The shackle stop provides longitudinal control of the axle in the event the opposite limb of the leaf spring is broken, the vehicle is generally traveling in a given direction and the vehicle is subject to deceleration. A second redundancy feature is in the form of fingers forming portions of the shackle plates, which provides longitudinal control of the axle under the same conditions, but when the vehicle is generally traveling in an opposite direction. The redundancy features are activated under other conditions as well.

BACKGROUND OF THE INVENTION

[0001] The present invention relates generally to vehicle components,and more particularly, to shackle assemblies used to connect vehiclesuspension components to a vehicle frame.

[0002] Shackle assemblies are typically used in a variety of vehiclesuspensions to connect vehicle suspension components to a vehicle frame.Conventional shackle assemblies are typically used in leaf spring frontsuspensions, but typically do not use elastomer bushings. In aconventional shackle assembly, the suspension side loads are carriedthrough the conical loading of the non-rubber bushings through theshackle plates. These shackle assemblies primarily rely on the bushingproperties and shackle plate stiffness to provide for suspension lateraland conical stiffness.

[0003] One recognized problem of conventional shackle assemblies istheir ineffectiveness in providing sufficient suspension lateral andconical stiffness, primarily due to the large distance spanned betweenthe shackle plates. Conventional assemblies cause the suspension to belaterally compliant due to conical deflections in the bushings andbending in the shackle plates.

[0004] In order to accommodate for this lateral stiffness, conventionalshackle assemblies ordinarily rely on the uniform rigidity and shape ofthe non-rubber bushings and/or shackle plates to react to side loads.Those skilled in the art will recognize that conventional shackleassemblies require strong, stiff, heavy, and, therefore, costly bushingsand shackle plates. Those skilled in the art will further recognize thatthe non-rubber (i.e., strictly metal) bushings used in conventionalassemblies are unable to provide vertical compliance. Accordingly,conventional shackle assemblies could undesirably induce compressivestress in the leaf spring.

[0005] Another item not present in the prior art is that conventionalshackle assemblies typically do not incorporate built-in redundancyfeatures to help provide vehicle control in the event of a brokenspring. Suspensions utilizing conventional shackle assembliestraditionally require an additional leaf with “military wrap.” Thoseskilled in the art will recognize that these and similar redundancyfeatures add cost, weight, and complexity to the suspension.

[0006] In view of the foregoing, it is desirable to develop a shackleassembly that provides sufficient suspension lateral and conicalstiffness.

[0007] It is further desirable to develop a shackle assembly thatreduces the reliance on the uniform rigidity and shape of bushings andshackle plates to react to side loads.

[0008] It is further desirable to develop a shackle assembly that allowsfor lighter, and, therefore, less costly bushings and shackle plates tobe incorporated as component parts thereof.

[0009] It is further desirable to develop a shackle assembly havingversatile, elastomer bushings with voids oriented to enhance vertical,conical and torsional performance.

[0010] It is further desirable to design a shackle assembly that permitsadditional suspension travel during rebound, or an overhang condition(i.e., an extreme rebound condition).

[0011] It is further desirable to develop a shackle assembly thatcomprises light, and, therefore, low cost redundancy features.

[0012] It is further desirable to develop a shackle assembly thatincorporates built-in redundancy features.

[0013] It is further desirable to develop a shackle assembly that may beaccommodated by any conventional leaf spring suspension system (frontand/or rear), and at the front and/or rear end of the leaf spring.

[0014] These and other desired benefits of the preferred forms of theinvention will become apparent from the following description. It willbe understood, however, that a device or assembly could stillappropriate the claimed invention without accomplishing each and everyone of these desired benefits, including those gleaned from thefollowing description. The appended claims, not these desired benefits,define the subject matter of the invention. Any and all benefits arederived from the preferred forms of the invention, not necessarily theinvention in general.

BRIEF SUMMARY OF THE INVENTION

[0015] The present invention relates to a unique shackle assembly. Inits preferred form, the shackle assembly includes elastomer bushings toenhance suspension travel without inducing compressive stress to theassociated leaf spring. The shackle assembly also preferably includesbuilt-in redundancy features. The shackle assembly comprises a shacklebracket secured between two wear pads and two shackle plates, and abushing incorporated therein. The shackle bracket includes downwardlyextending legs, which serve as contact surfaces for the wear pads andshackle plates and, thereby provide lateral and conical stiffness. Theseshackle bracket legs allow for the use of a more versatile, elastomerbushing having voids oriented to enhance vertical, torsional and conicalperformance. The elastomer bushing is preferably in the form of abowtie-shaped bushing. A first redundancy feature is in the form of alaterally extending shackle stop secured between the shackle plates atone side thereof. The shackle stop, which is preferably in the form of atube, provides longitudinal control of the axle in the event theopposite limb of the leaf spring breaks, the vehicle is moving in afirst direction and the vehicle is subjected to deceleration. In thatregard, and under those circumstances, the shackle stop will contact theshackle bracket legs. A second redundancy feature is in the form offingers forming a portion of the shackle plates positioned on the sameside of the shackle plates as the shackle stop. The fingers preferablyextend vertically upwardly and contact the bottom of the adjacent framerail in the event the opposite limb of the leaf spring breaks, thevehicle is moving in a second direction generally opposite the firstdirection, and is subject to deceleration.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

[0016] Throughout this description, reference will be made to theaccompanying views of the drawing wherein like subject matter has likereference numerals, and wherein:

[0017]FIG. 1 is an isometric view of the suspension system for a vehiclesuch as a light or heavy duty truck wherein the suspension systemincludes the novel shackle assembly of the present invention;

[0018]FIG. 2 is an elevational view of the suspension system illustratedin FIG. 1;

[0019]FIG. 3 is an exploded isometric view of a shackle assemblyconstructed in accordance with the principles of the present inventionand the distal end portion of its associated leaf spring;

[0020]FIG. 4 is an elevational view of a bushing preferably used as acomponent of the shackle assembly; and

[0021]FIG. 5 is an elevational view of portions of the bushingillustrated in FIG. 4.

DETAILED DESCRIPTION OF THE INVENTION

[0022] FIGS. 1-2 illustrate a steering axle/front suspension systemgenerally designated by reference number 40. It will be seen andunderstood that the construction of this suspension system on one sideis duplicated on the opposite side of the vehicle. It will further beunderstood that, although the shackle assembly forming the subjectmatter of the present invention is shown as being positioned at the rearend of a leaf spring included with the suspension system, it could haveequal utility at the opposite end of the leaf spring.

[0023] Furthermore, while the illustrated embodiment is directed to acombination air-mechanical suspension, it will be understood by thoseskilled in the art that the present invention has utility in strictlymechanical suspensions as well. Still further, the present invention isnot limited to single-leaf leaf spring suspensions, and is not limitedto front suspensions, as illustrated.

[0024] The active or functional components of the front suspensionsystem 40 comprise two air springs 42-42 and two single-leaf leafsprings 44-44. Each single-leaf leaf spring 44 is provided with an eye46 integrally formed at the proximal end thereof. Each eye 46 ispivotally connected to a standard or existing frame hanger indicatedgenerally by reference numeral 48. As shown, the frame hangers 48 aremounted on each fore-and-aft extending chassis frame member 50. Eachframe member 50 is constructed as a conventional C-shaped rail.

[0025] An upper air spring support bracket 52 is mounted on each chassisframe member 50, and in the illustrative embodiment, is shown as beingpositioned at a location that is over one end of the vehicle front axle53 and over the single-leaf leaf spring 44 on that side. The top portionof each air spring 42 is attached to its air spring support bracket 52.The underside of each air spring 42 is mounted on an air spring supportpad 54 which, in the illustrative embodiment, is attached to the axle 53extending from one side of front suspension system 40 to the other side.As shown, the single-leaf leaf spring 44 is positioned between the airspring support pad 54 and the axle 53. Typically, the single-leaf leafspring is attached to the vehicle axle 53 in any known manner, such asby bolts 56-56, and it preferably assumes the form shown and describedin U.S. Pat. No. 5,938,221, issued Aug. 17, 1999, the disclosure ofwhich is incorporated herein by reference.

[0026] A shock absorber 58 is also included within each side of frontsuspension system 40. The shock absorber 58 is pivotally connected atits upper end to a bracket 60 mounted on frame member 50 and is attachedat its bottom end to axle 53 by a fitting 64.

[0027] The distal end portion 65 a of each single-leaf leaf spring 44having an eye 65 b is connected to vehicle frame 50 by a novel shackleassembly 66. Shackle assembly 66 includes, preferably among otherthings, a shackle bracket 68 fixedly mounted to vehicle frame 50 anddepending inner and outer shackle plates 69, 70.

[0028] Referring now to FIG. 3, an elastomer (e.g., rubber) bushing 72with voids oriented such that the voids are vertically spaced withrespect to each other is shown installed within the leaf spring eye 65 band between shackle plates 69, 70 by fastener 74. Bushing 72 preferablyhas a bowtie-shape configuration. Fastener 74 is inserted through andconnects shackle plate 70, wear pad 76, bushing 72 installed in leafspring eye 65 b, wear pad 78 and shackle plate 69. A second elastomerbushing 80 with voids oriented such that the voids are vertically spacedwith respect to each other is shown to be installed within the shacklebracket 68 and between shackle plates 69, 70 and wear pads 76, 78 byfastener 82. Bushing 80 also preferably has a bowtie-shapeconfiguration. Fastener 82 is inserted through and connects shackleplate 70, wear pad 76, bushing 80 (installed into a bore positionedwithin shackle bracket 68), wear pad 78 and shackle plate 69. Thefunctional aspects of elastomer bushings 72, 80 will be discussed ingreater detail with respect to FIGS. 4-5.

[0029] Shackle plates 69, 70 include upwardly extending fingers 84, 86forming portions of the shackle plates and positioned on one sidethereof. FIG. 3 shows fingers 84, 86 positioned on the preferred axlesides of shackle plates 69, 70. Each finger 84, 86 provides a novelredundancy feature, wherein the fingers 84, 86 will contact the bottomof frame rail 50 during certain conditions when the opposite limb of thesame side leaf spring is broken. In particular, in the event that theopposite spring limb is broken, the shackle plate fingers 84, 86 willcontact the bottom of frame member 50 and prevent the axle 53 fromexcessive longitudinal movement relative to the chassis when the vehicleis moving in a first general direction and is subjected to deceleration(e.g., braking).

[0030] For example, and as illustrated in FIG. 3, when shackle assembly66 connects the rear end of a leaf spring to frame 50 and shackle platefingers 84, 86 are positioned on the axle sides of shackle plates 69,70, in the event that the front limb of the leaf spring positioned onthe same vehicle side breaks, and in the event the vehicle is inreverse, traveling in a generally rearward direction and is subject todeceleration, shackle plates 69, 70 will pivot at fastener 82 untilfingers 84, 86 contact against the bottom of frame rail 50.

[0031] In the event the shackle assembly connects the rear end of theleaf spring to the frame rail, and is oriented such that the shackleplate fingers are positioned on the axle side of the shackle plate, andin the event there is front limb failure on the driver's side (drag linkside), drag link forces to steer the vehicle to the left (for typicalright-hand drive vehicles used in North America) will cause the axle tothe roll forward on that side. Under such circumstances, the shackleplate fingers 84, 86 will contact the bottom of frame rail 50 to preventany further motion beyond the stopping point (i.e., the point wherecontact is made).

[0032] On the other hand, when shackle assembly 66 connects the frontend of a leaf spring to frame 50, and the shackle plates are orientedsuch that shackle plate fingers 84, 86 are positioned on the sides ofthe shackle plates closest to the vehicle axle, in the event the rearlimb of the leaf spring positioned on the same vehicle side breaks, andin the event the vehicle is in drive, traveling in a generally forwarddirection and is subject to deceleration, the shackle plates will pivotat the fastener that pivotally connects the plates to the shacklebracket until the fingers, which extend upward and, in this case,towards the axle, contact the bottom of the vehicle frame rail.

[0033] In the event the shackle assembly connects the front end of theleaf spring to the frame rail and is oriented such that the shackleplate fingers are positioned on the axle side of the shackle plate, andin the event there is rear limb failure on the driver's side, and thevehicle is turned to the right, it will cause the axle to roll backwardon that side. Under such circumstances, the shackle plate fingers 84, 86will contact the bottom of frame rail 50 to prevent any further motionbeyond the stopping point (i.e., the point where contact is made).

[0034] Those skilled in the art will recognize that this limitation inaxle movement allows for greater steering control of the vehicle. Thoseskilled in the art will further recognize that scenarios other thanthose described above may arise and the operation would be different.For instance, the shackle plates can also be oriented such that theshackle plate fingers are positioned on the sides of the shackle platesfurthest from the vehicle axle, but this orientation would presentdesign issues and would operate in a correspondingly different fashion.Other variables would affect operation as well.

[0035] The shackle bracket 68 includes legs 88, 90, which provide a wearsurface and load reaction point for the shackle wear pads 76, 78, and,in turn, a load reaction point for shackle plates 69, 70. Those skilledin the art will appreciate that side loads are reacted through legs 88,90, wear pads 76, 78, and shackle plates 69, 70, thereby providing asystem that is both laterally and conically stiff (as defined about thelongitudinal axis). With this construction, bushing 72 is not requiredto react to side loads through conical loading, thereby allowing thebushing to be more versatile in accommodating other loads as will bediscussed in greater detail with respect to FIGS. 4-5. Those skilled inthe art will further appreciate that wear pads 76, 78 further alleviatestress to shackle plates 69, 70, leaf spring eye 65 b, and shacklebracket 68.

[0036] Legs 88, 90 of shackle bracket 68 further provide a reactionpoint for a laterally extending shackle stop 92 shown in the form of atube. Shackle stop 92 is secured between shackle plates 69, 70 byfastener 94, and is positioned at the same side of the shackle plates atthe shackle plate fingers 84, 86. In the preferred case, the shacklestop 92 is positioned in the side of shackle plates 69, 70 closest tothe vehicle axle. Shackle stop 92 also serves as a redundancy feature,thereby providing longitudinal control of the axle in the event that theopposite limb of the same vehicle side leaf spring 44 is broken.

[0037] In that regard, as shown in FIG. 3, when shackle assembly 66connects the rear end of a leaf spring to frame 50 and the shackle stopis positioned on the side of the shackle plates closest to the vehicleaxle, in the event the front limb of the leaf spring positioned on thesame vehicle side breaks, and in the event the vehicle is in drive,traveling in a generally forward direction and is subject todeceleration, shackle plates 69, 70 will pivot at fastener 82 untilshackle stop 92 contacts the legs 88, 90 of shackle bracket 68. Furthermovement will be prevented.

[0038] In the event the shackle assembly connects the rear end of theleaf spring to the frame rail and is oriented such that the shackle stopis positioned on the axle side of the shackle plate, and in the eventthere is front limb failure on the driver's side and the vehicle isturned to the right (for typical right-hand drive vehicles used in NorthAmerica), the axle will be caused to roll backward on that side. Undersuch circumstances, the shackle stop 92 will contact the legs 88, 90 ofthe shackle bracket 68 to prevent any further motion beyond the stoppingpoint (i.e., the point where contact is made).

[0039] On the other hand, when shackle assembly 66 connects the frontend of a leaf spring to frame 50 and is oriented such that the shacklestop is positioned on the axle sides of the shackle plates, in the eventthe rear limb of the leaf spring breaks, and in the event the vehicle isin reverse, traveling in a generally rearward direction and is subjectto deceleration, the shackle plates will pivot at the fastener thatpivotally connects the plates to the shackle bracket until the shacklestop 92 contacts the legs 88, 90 of the shackle bracket 68. Furthermovement is thereby prevented.

[0040] In the event the shackle assembly connects the front end of theleaf spring to the frame rail and is oriented such that the shackle stopis positioned on the axle side of the shackle plate, and in the eventthere is rear limb failure on the driver's side (drag link side), draglink forces to steer the vehicle to the left (for typical right-handdrive vehicles used in North America) will cause to the axle to rollforward on that side. Under such circumstances, the shackle stop 92 willcontact legs 88, 90 of the shackle bracket 68 to prevent any furthermotion beyond the stopping point (i.e., the point where contact ismade).

[0041] Those skilled in the art will recognize that this limitation inaxle movement allows for greater steering control of the vehicle. Thoseskilled in the art will further recognize that scenarios other thanthose described above may arise and the operation would be different.For instance, the shackle plates can also be oriented such that theshackle plate fingers are positioned on the sides of the shackle platesfurthest from the vehicle axle, but this orientation would presentdesign issues and would operate in a correspondingly different fashion.Other variables would affect operation as well.

[0042] Referring now to FIGS. 4-5, because legs 88, 90 of shacklebracket 68 provide sufficient conical stiffness for reacting to sideloads as discussed above, the preferred and illustrated elastomerbushings 72, 80 can be installed within shackle bracket 68 and leafspring eye 65 b, respectively, and still achieve adequate performance.As shown in FIGS. 4-5, bushings 72, 80 include an inner metal sleeve 96,an elastomer layer 97 enveloping the inner metal sleeve and an outermetal sleeve 98. The elastomer layer 97 has a bowtie-shapedconfiguration and two vertically spaced voids are positioned between theelastomer layer and outer metal sleeve 98 at generally upper and lowersides of the bushing.

[0043] Those skilled in the art will appreciate that the voids presentwithin the bushings 72, 80 allow for increased vertical compliance,thereby providing additional vertical travel for suspension. Morespecifically, this additional vertical suspension travel helps to reducethe potential of spring damage due to reverse loading, while, at thesame time, providing for better ride quality. Those skilled in the artwill further recognize that this vertical compliance is particularlydesirable where the length of the spring is restricted and where it isdifficult to achieve desired axle travel due to stress limitations inthe spring material. In hybrid air-spring suspensions, such as thesuspension illustrated in FIGS. 1 and 2, this is further desirable insituations where the air spring has a tendency to push the spring intoreversal during rebound conditions, including axle overhang.

[0044] Those skilled in the art will further recognize that theelastomer layer 97 enveloping the inner metal sleeve 96 of the bowtiebushings 72, 80 allows for increased torsional compliance (defined aboutthe lateral axis). More specifically, this configuration significantlydecreases auxiliary stiffening of the suspension vertical rate due towinding up of the torsional stiffness of the bushings. Additionally, theelastomer 97 tolerates large torsion angles, thereby allowing increasedspring deflection.

[0045] Those skilled in the art will further appreciate that theelastomer layer 97 enveloping the inner metal sleeve of bushings 72, 80is conically compliant (defined about a longitudinal axis).

[0046] While this invention has been described with reference to certainillustrative aspects, it will be understood that this description shallnot be construed in a limiting sense. Rather, various changes andmodifications can be made to the illustrative aspects without departingfrom the true spirit and scope of the invention, as defined by thefollowing claims. Furthermore, it will be appreciated that any suchchanges and modifications will be recognized by those skilled in the artas an equivalent to one or more elements of the following claims, andshall be covered by such claims to the fullest extent permitted by law.

1. A shackle assembly for connecting a vehicle suspension to a vehicleframe member, the vehicle suspension being further connected to avehicle axle, said shackle assembly comprising: a shackle bracketmounted to said vehicle frame member; a first shackle plate pivotallyconnected to said shackle bracket having a redundancy feature in theform of a first shackle plate finger forming part of said first shackleplate and extending vertically upwardly towards said vehicle framemember, said first shackle plate finger being positioned on one side ofsaid first shackle plate and further being constructed and positioned tocontact said vehicle frame and thereby prevent further pivoting of saidfirst shackle plate in the event of a particular vehicle condition whensaid vehicle is traveling in a predetermined direction and when saidvehicle is subjected to a predetermined force; and a second shackleplate pivotally connected to said shackle bracket having a redundancyfeature in the form of a second shackle plate finger forming part ofsaid second shackle plate and extending vertically upwardly towards saidvehicle frame member, said second shackle plate finger being positionedon one side of said second shackle plate and further being constructedand positioned to contact said vehicle frame and thereby prevent furtherpivoting of said second shackle plate in the event of said particularvehicle condition when said vehicle is traveling in said predetermineddirection and when said vehicle is subjected to said predeterminedforce.
 2. The shackle assembly as defined by claim 1 wherein said firstshackle plate and said second shackle plate share a common pivot axiswith respect to their pivotal connection with said shackle bracket. 3.The shackle assembly as defined by claim 1 further comprising a bushinginstalled within a bore positioned in said shackle bracket and afastener inserted through said bushing, said fastener further beinginserted through a bore positioned in said first shackle plate andthrough a bore positioned in said second shackle plate, and wherein saidbushing and fastener enable said first and second shackle plates to bepivotally connected to said shackle bracket.
 4. The shackle assembly asdefined by claim 3 wherein the bushing is an elastomer bushing.
 5. Theshackle assembly as defined by claim 4 wherein the bushing has voids. 6.The shackle assembly as defined by claim 5 wherein the bushing is abowtie bushing.
 7. The shackle assembly as defined by claim 1 whereinsaid shackle bracket further comprises a downwardly extending legforming a portion thereof, said leg being configured and positioned toprovide lateral stiffness to said vehicle suspension.
 8. The shackleassembly as defined by claim 7 wherein said shackle bracket furthercomprises another downwardly extending leg forming a portion thereof,said another leg being configured and positioned to provide lateralstiffness to said vehicle suspension.
 9. The shackle assembly as definedby claim 8 further comprising a first wear pad positioned between saidfirst shackle plate and said leg, and a second wear pad positionedbetween said second shackle plate and said another leg.
 10. The shackleassembly as defined by claim 1 further comprising a first wear padpositioned between said first shackle plate and said shackle bracket,and a second wear pad positioned between said second shackle plate andsaid shackle bracket.
 11. The shackle assembly as defined by claim 1further comprising another redundancy feature in the form of a laterallyextending member connecting said first and second shackle plates andbeing positioned between and on said one side of said first and secondshackle plates and being constructed and positioned to contact saidshackle bracket and thereby prevent further pivoting of said first andsecond shackle plates in the event of said particular vehicle conditionand when said vehicle is traveling in a direction generally oppositesaid predetermined direction and when said vehicle is subject to saidpredetermined force.
 12. The shackle assembly as defined by claim 11wherein said laterally extending member comprises a tube with a fastenerextending through it.
 13. The shackle assembly as defined by claimwherein 11 said shackle bracket further comprises a downwardly extendingleg forming a part thereof, said leg being configured and positioned toprovide a contact surface for said laterally extending member.
 14. Theshackle assembly as defined by claim 13 wherein said shackle bracketfurther comprises another downwardly extending leg forming a partthereof, said another leg being configured and positioned to provideanother contact surface for said laterally extending member.
 15. Ashackle assembly for connecting a vehicle suspension to a vehicle framemember, the vehicle suspension being further connected to a vehicleaxle, said shackle assembly comprising: a shackle bracket mounted tosaid vehicle frame member; a first shackle plate pivotally connected tosaid shackle bracket; a second shackle plate pivotally connected to saidshackle bracket; and a redundancy feature in the form of a laterallyextending member connecting said first and second shackle plates andbeing positioned between said first and second shackle plates andfurther being constructed and positioned to contact said shackle bracketand thereby prevent further pivoting of said first and second shackleplates in the event of a particular vehicle condition and when saidvehicle is traveling in a predetermined direction and when said vehicleis subject to a predetermined force.
 16. The shackle assembly as definedby claim 15 wherein said first shackle plate and said second shackleplate share a common pivot axis with respect to their pivotal connectionwith said shackle bracket.
 17. The shackle assembly as defined by claim15 further comprising a bushing installed within a bore positioned insaid shackle bracket and a fastener inserted through said bushing, saidfastener further being inserted through a bore positioned in said firstshackle plate and through a bore positioned in said second shackleplate, and wherein said bushing and fastener enable said first andsecond shackle plates to be pivotally connected to said shackle bracket.18. The shackle assembly as defined by claim 17 wherein the bushing isan elastomer bushing.
 19. The shackle assembly as defined by claim 18wherein the bushing has voids.
 20. The shackle assembly as defined byclaim 19 wherein the bushing is a bowtie bushing.
 21. The shackleassembly as defined by claim 14 wherein said shackle bracket furthercomprises a downwardly extending leg forming a portion thereof, said legproviding a contact surface for said laterally extending member andbeing configured and positioned to provide lateral stiffness to saidvehicle suspension.
 22. The shackle assembly as defined by claim 21wherein said shackle bracket further comprises another downwardlyextending leg forming a portion thereof, said another leg providinganother contact surface for said laterally extending member and beingconfigured and positioned to provide lateral stiffness to said vehiclesuspension.
 23. The shackle assembly as defined by claim 22 furthercomprising a first wear pad positioned between said first shackle plateand said leg, and a second wear pad positioned between said secondshackle plate and said another leg.
 24. The shackle assembly as definedby claim 15 further comprising a first wear pad positioned between saidfirst shackle plate and said shackle bracket, and a second wear padpositioned between said second shackle plate and said shackle bracket.